曝光台 注意防骗
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or near the top of the message could help.
★ Provide PDC Training: It is recommended
that air carriers provide instruction to flight
crews (during scheduled initial and recurrent
training sessions) in the use and interpretation
of PDC’s.
FAA/ATC Facilities
★ Transponder Code Verification: Use of
clearance verification by requiring the flight
to read the transponder code appears to be
effective where used. In the words of one
pilot:
✍“…one thing that might be done to prevent
departing without a PDC would be to
standardize the way PDC’s are acknowledged,
such as in ORD where you relay your assigned
transponder code to Clearance Delivery.”
(ACN 207872)
Issue Number 5 9
by Robert L. Sumwalt
Ground Deicing and Anti-Icing Issues in Air Carrier Operations
Findings
A takeoff with contaminated wing/tail surfaces
occurred in 52 percent of the reports in this
study. Reporters described ensuing problems
such as engine damage and/or failure due to ice
ingestion, aircraft control difficulties and rejected
takeoffs. Revealed one reporter after a
takeoff with contaminated wings:
✍ “…the tower supervisor…said he [had]
observed 2 bright flames coming from the
rear of our 2 engines. He [then] immediately
closed Runway 13 and called Departure Control
to see if we were airborne and in radar
contact. He said he was ready to alert emergency
personnel and equipment if he did not
get a positive report from Departure Control.”
(ACN 81196)
Others also described the narrow margins that kept their flight
from becoming an accident statistic. For instance:
✍ “Upon liftoff (VR) on Runway 14, aircraft immediately
went into right roll…Full left aileron required to stop
roll…Stick shaker occurred [at] approximately V2 + 10 KIAS
(157 KIAS).” (ACN 51525)
The majority of the problems found in this study could be
classified into three major categories:
➊ Problems with detecting/inspecting for ice during preflight
inspection;
➋ Problems with ice removal, or with initially verifying successful
ice removal after deicing; and
➌ Difficulties assuring that aircraft critical surfaces were free of
frozen contamination before takeoff.
Following is a brief look at each of these categories and some of
the problems we found.
In the past 25 years there have been 35 air carrier accidents worldwide that have
been attributed to inadequate ground deicing/anti-icing.1 Nineteen of these
accidents have occurred in the United States. Following an air carrier ground-based
icing-related accident in March 1992 at New York’s LaGuardia Airport, renewed
attention was cast upon the issue of air carrier deicing and anti-icing. Major
symposia were held to discuss the subject. New regulations were implemented,
along with revised air carrier operating procedures.
This increased attention motivated ASRS analysts to conduct a detailed study of ASRS reports involving air carrier
deicing incidents. This study analyzed 52 reports that were submitted to ASRS between January 1986 and January
1993. Eighty-one percent of the reviewed reports involved air carrier jet aircraft and 19 percent involved air carrier
turboprops. Although the reports reviewed by our analysts were limited to air carrier operations, the findings of this
research should be beneficial to all operators and pilots.
1 Deicing is the removal of ice from aircraft surfaces, while anti-icing means prevention of ice formation. However, in some reports
used in this article “deicing” and “anti-icing” are used interchangeably.
10 Issue Number 5
Problems Detecting Ice During Preflight
Hey, I’m Only 6 Feet Tall
One quarter of the problems noted in our study were the result
of difficulties detecting ice on aircraft wings during preflight.
This ASRS report excerpt exemplifies one such problem:
✍ “The Captain and I both made one last walkaround
[inspection]…We both agreed there was no frost. The takeoff
was normal. However, as the flaps [were] retracted the control
wheel began to shake.”
The crew decided to make a precautionary landing.
“On the base turn the flaps were lowered…All vibration and
control wheel shake went away. The landing was
normal…Inspection of the horizontal stabilizer found frozen
snow/ice on both sides near the fuselage, approximately 1 inch
thick and about 12 inches from the fuselage outboard. This area
cannot be seen from the ground.” (ACN 104785)
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